US20160356180A1 - Nacelle inlet having an angle or curved aft bulkhead - Google Patents
Nacelle inlet having an angle or curved aft bulkhead Download PDFInfo
- Publication number
- US20160356180A1 US20160356180A1 US14/729,420 US201514729420A US2016356180A1 US 20160356180 A1 US20160356180 A1 US 20160356180A1 US 201514729420 A US201514729420 A US 201514729420A US 2016356180 A1 US2016356180 A1 US 2016356180A1
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- US
- United States
- Prior art keywords
- aft bulkhead
- nacelle inlet
- edge
- barrel
- outer barrel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D29/00—Power-plant nacelles, fairings, or cowlings
- B64D29/06—Attaching of nacelles, fairings or cowlings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D21/00—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for
- F01D21/04—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator or to breaking-off of a part of the rotor, e.g. indicating such position
- F01D21/045—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator or to breaking-off of a part of the rotor, e.g. indicating such position special arrangements in stators or in rotors dealing with breaking-off of part of rotor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
- F01D25/24—Casings; Casing parts, e.g. diaphragms, casing fastenings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D29/00—Power-plant nacelles, fairings, or cowlings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/02—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Definitions
- This disclosure pertains to the construction of a nacelle inlet of an aircraft engine. More specifically, the disclosure is directed to a construction of a nacelle inlet aft bulkhead.
- the aft bulkhead has a curved or angled cross-section configuration between a connection of an outer edge of the aft bulkhead to an outer barrel of the nacelle inlet and a connection of an inner edge of the aft bulkhead to an aircraft engine fan case attachment ring.
- the curved or angled cross-section configuration of the aft bulkhead gives the bulkhead flexibility to avoid serious damage to the bulkhead in high load cases such as a fan blade off event.
- the curved or angled cross-section configuration also removes the need for a spring ring attached between the aft bulkhead and the fan case attachment ring.
- the curved or angled cross-section configuration also provides design flexibility to terminate the outer barrel of the nacelle inlet at an optimized location rearward of the inner barrel of the nacelle inlet and the aircraft engine fan case attachment ring to extend laminar air flow over the nacelle rearward and reduce drag over the nacelle.
- FIG. 1 is a representation of the basic component parts that go into the construction of an aircraft engine.
- the basic component parts include the engine 10 itself that is comprised of a fan 12 , an engine fan case 14 surrounding the fan, compressors, combustors, turbines (not shown) inside the engine 10 , and an engine exhaust nozzle 16 and exhaust cone 18 .
- the engine 10 is enclosed in a nacelle comprised of a fan cowl 22 and a fan duct/thrust reverser 24 .
- a nacelle inlet 26 is positioned at the forward end of the nacelle.
- FIG. 2 represents the nacelle inlet 28 removed from the engine 10 represented in FIG. 1 .
- the nacelle inlet 28 has a general cylindrical configuration with a center axis 30 that defines mutually perpendicular axial and radial directions relative to the nacelle inlet 28 .
- Represented by dashed lines at 32 and 34 are cross-section configurations of the construction of the nacelle inlet at the top of the nacelle inlet and the bottom of the nacelle inlet, respectively.
- the cross-section configurations 32 , 34 are constructed similarly.
- FIG. 3 is a representation of the cross-section configuration 32 of the nacelle inlet 28 at the top of the nacelle inlet as represented in FIG. 2 .
- the configuration of the nacelle inlet 28 is defined by a lipskin 38 .
- the lipskin 38 has a nose portion 40 at the forward most end of the nacelle inlet 28 , an outer barrel 42 on the exterior of the nacelle inlet 28 and an inner barrel 44 on an interior of the nacelle inlet 28 .
- the nose portion 40 of the lipskin 38 has a general U-shaped cross-section configuration.
- the outer barrel 42 of the lipskin 38 extends from the nose portion 40 rearwardly to a rear edge 46 of the outer barrel 42 .
- the inner barrel 44 of the lipskin 38 extends rearwardly from the nose portion 40 to a rear edge 48 of the inner barrel.
- the lipskin 38 extends from the inner barrel 44 , around the nose portion 40 of the lipskin 38 and rearwardly across the outer barrel 42 to the rearward edge 48 as one piece.
- the lipskin 38 could be constructed with the nose portion 40 and outer barrel 42 being separate parts connected by fasteners 50 , represent generally in the drawing figures.
- An engine fan case attachment ring 52 is connected to the rear edge 48 of the inner barrel 44 .
- the engine fan case attachment ring 52 extends completely around the cylindrical configuration of the nacelle inlet 28 .
- the engine fan case attachment ring 52 is attached to the engine fan case 14 .
- the attachment of the engine fan case attachment ring 52 to the engine fan case 14 supports the nacelle inlet 28 on the engine fan case 14 .
- a forward bulkhead 54 having an annular configuration is secured between the outer barrel 42 and the inner barrel 44 inside the nacelle inlet 28 .
- the forward bulkhead 54 extends completely around a cylindrical configuration of the nacelle inlet 28 and reinforces the nose portion 40 of the lipskin 38 .
- stiffeners 56 , 58 , 60 are secured to the outer barrel 42 inside the nacelle inlet 28 .
- the stiffeners have L-shaped cross-section configurations and extend completely around the cylindrical configuration of the nacelle inlet 28 reinforcing the outer barrel 42 .
- An aft bulkhead 62 is secured between the outer barrel 42 and the engine fan case attachment ring 52 inside the nacelle inlet 28 .
- the aft bulkhead 62 has an annular configuration that extends around the cylindrical configuration of the nacelle inlet 28 .
- the aft bulkhead 62 has substantially a flat panel structure except for a spring ring 64 having a C-shaped cross-section at an inner edge of the aft bulkhead 62 .
- the spring ring 64 connects an inner edge of the aft bulkhead 62 to the engine fan case attachment ring 52 .
- An outer edge 68 of the aft bulkhead 62 is connected to the outer barrel rear edge 46 by an outer T-ring 70 .
- the aft bulkhead 62 adds stiffness and rigidity to the construction of the nacelle inlet 28 .
- the aft bulkhead 62 also transmits loads from the engine fan case and the attached engine fan case attachment ring 52 through the aft bulkhead 62 to the outer barrel 42 of the nacelle inlet 28 .
- the aft bulkhead 62 providing a supporting connection between the outer barrel 42 and the engine fan case attachment ring 52 , it is possible that any extreme loads on the engine fan case 12 could be transmitted through the engine fan case attachment ring 52 and through the aft bulkhead 62 to the outer barrel 42 of the nacelle inlet 28 causing excessive damage to the nacelle inlet. Such extreme loads could be produced by a fan blade off event.
- a fan blade off event is basically the engine fan 12 losing a fan blade that impacts with the fan case 14 at high speed.
- the fan case 14 is designed to completely contain the fan blade, preventing the fan blade from penetrating the fan case 14 . Losing a fan blade at high fan speeds exerts enormous loads on the fan case 14 that are transmitted through the engine fan case attachment ring 52 to the aft bulkhead 62 . If the aft bulkhead 62 is too stiff, the transmitted loads from the fan blade off event can deform or shatter the aft bulkhead 62 resulting in the nacelle inlet 28 losing its structural rigidity.
- the spring ring 64 is provided at the attachment of the aft bulkhead 62 to the engine fan case attachment ring 52 .
- the aft bulkhead 62 and the spring ring 64 provide structural rigidity to the nacelle inlet 28 , but avoid the transmission of extreme loads from the engine fan case 12 to the outer barrel 42 of the nacelle inlet 28 .
- the construction of the aft bulkhead 62 with the spring ring 64 is disadvantaged in that the design and attachment of the spring ring 64 on the aft bulkhead 62 and the attachment of the spring ring 64 to the engine fan case attachment ring 52 adds complexity, cost and assembly time.
- the flat aft bulkhead 62 that is generally perpendicular to the nacelle inlet center axis 30 requires that the rear edge 46 of the outer barrel 42 be at a specific location relative to the rear edge 48 of the inner barrel 44 . This required positioning of the outer barrel rear edge 46 and the inner barrel rear edge 48 may not be optimal to the construction of the nacelle inlet and the performance of the nacelle inlet 28 .
- the generally perpendicular configuration of the aft bulkhead 62 necessarily limits the laminar flow of air for a distance over the nacelle inlet 28 .
- the nacelle is designed for a laminar flow of air over the lipskin nose portion 40 , over the lipskin outer barrel 42 and to the fan cowl 22 .
- the laminar flow gets disrupted and becomes turbulent at the transition from the lipskin outer barrel 42 to the fan cowl 22 . Moving this transition rearwardly would reduce drag.
- the nacelle inlet of an aircraft engine of this disclosure includes an angled or curved aft bulkhead that overcomes disadvantages associated with existing aft bulkheads of nacelle inlets while still providing stiffness and rigidity to the nacelle inlet and flexibility to the aft bulkhead.
- the nacelle inlet has a lipskin nose at a forward end of the nacelle inlet.
- An outer barrel extends rearwardly from the lipskin nose on an exterior of the nacelle inlet.
- the outer barrel extends rearwardly from the lipskin nose to a rear edge of the outer barrel.
- An inner barrel extends rearwardly from the lipskin nose on an interior of the nacelle inlet.
- the inner barrel extends rearwardly from the lipskin nose to a rear edge of the inner barrel.
- An engine fan case attachment ring is connected to the rear edge of the inner barrel.
- the engine fan case attachment ring enables the nacelle inlet to be attached to and supported by the fan case of an aircraft engine.
- the angled or curved aft bulkhead is connected between the outer barrel and the inner barrel.
- the aft bulkhead has an outer edge that is connected to the rear edge of the outer barrel.
- the aft bulkhead has an inner edge that is connected to the engine fan case attachment ring.
- the aft bulkhead is configured so that, as the aft bulkhead extends from the inner edge of the aft bulkhead to the outer edge of the aft bulkhead, the aft bulkhead extends rearwardly relative to the nacelle inlet.
- the aft bulkhead has a rear surface that extends as a flat surface from the inner edge of the aft bulkhead to the outer edge of the aft bulkhead.
- the aft bulkhead has a rear surface with a concave configuration between the aft bulkhead inner edge and the aft bulkhead outer edge.
- aft bulkhead rear surface enable the rear edge of the outer barrel to be positioned rearwardly of the rear edge of the inner barrel and rearwardly of the engine fan case attachment ring. This provides flexibility in the relative positioning of the rear edge of the outer barrel and the rear edge of the inner barrel of the nacelle inlet and the engine fan case attachment ring. Furthermore, the configurations of the rear surface of the aft bulkhead enables the transition from the lipskin outer barrel to the fan cowl to be moved rearwardly relative to the engine fan case attachment ring. This enables a longer run of laminar air flow over the nacelle and reduces drag.
- the angled or curved configuration of the aft bulkhead enables the aft bulkhead to be connected directly to the lipskin outer barrel eliminating a need for a T-ring connection and provides flexibility in the aft bulkhead and flexibility between the outer barrel and the engine fan case attachment ring connecting the nacelle inlet to the fan case of an aircraft engine.
- the configurations attenuate forces transmitted to the aft bulkhead from the engine fan case attachment ring and through the aft bulkhead to the outer barrel.
- FIG. 1 is a representation of an exploded view of the basic component parts of an aircraft engine.
- FIG. 2 is a representation of a typical nacelle inlet.
- FIG. 3 is a representation of a cross-section through the nacelle inlet of FIG. 2 taken at the top of the nacelle inlet.
- FIG. 4 is a representation of the nacelle inlet of an aircraft engine of this disclosure having an angled aft bulkhead.
- FIG. 5 is a representation of a cross-section of the nacelle inlet of FIG. 4 taken through the top of the nacelle inlet.
- FIG. 6 is a representation of the nacelle inlet of an aircraft engine of this disclosure having a curved aft bulkhead.
- FIG. 7 is a representation of a cross-section of the nacelle inlet of FIG. 6 taken through the top of the nacelle inlet.
- FIGS. 4 and 5 show representations of the nacelle inlet of an aircraft engine of this disclosure that includes an angled aft bulkhead 80 that overcomes disadvantages associated with existing aft bulkheads of nacelle inlets while still providing stiffness and rigidity to the nacelle inlet and flexibility to the aft bulkhead 80 .
- FIGS. 6 and 7 show representations of a nacelle inlet of an aircraft engine that includes a curved aft bulkhead 82 that overcomes disadvantages associated with existing aft bulkheads of nacelle inlets while still providing stiffness and rigidity to the nacelle inlet and flexibility to the aft bulkhead 82 .
- both of the aft bulkheads 80 , 82 of this disclosure are employed in nacelle inlet constructions such as that of the nacelle inlet 28 described in the background portion of this disclosure, the construction of the nacelle inlet 28 will not again be described in detail herein. It should be understood that the aft bulkheads 80 , 82 of this disclosure can be employed in the construction of the nacelle inlet 28 described earlier, or other equivalent nacelle inlets. Because the constructions of the nacelle inlets 28 represented in FIGS. 5 and 7 are basically the same as the nacelle inlet represented in FIG. 3 , the same reference numbers employed in FIG. 3 are again employed in the representations of the nacelle inlets 28 of FIGS. 5 and 7 with the reference numbers followed by a prime (′).
- the nacelle inlet 28 ′ has a lipskin nose 40 ′ at a forward end of the nacelle inlet 28 ′.
- An outer barrel 42 ′ extends rearwardly from the lipskin nose 40 ′ and the forward bulkhead 54 ′ on an exterior of the nacelle inlet 28 ′.
- the outer barrel 42 ′ extends rearwardly from the lipskin nose 40 ′ to a rear edge 46 ′ of the outer barrel. Note that the rear edge 46 ′ of the outer barrel 42 ′ is moved rearwardly on the nacelle inlet 28 compared to the rear edge 46 of the outer barrel 42 represented in FIG. 3 .
- An inner barrel 44 ′ extends rearwardly from the lipskin nose 40 and the forward bulkhead 54 ′ on an interior of the nacelle inlet 28 ′.
- the inner barrel 44 ′ extends rearwardly from the lipskin nose 40 ′ and the forward bulkhead 54 ′ to a rear edge of the inner barrel 48 ′.
- An engine fan case attachment ring 52 ′ is connected to the inner barrel 44 ′.
- the engine fan case attachment ring 52 ′ is connected to the rear edge 48 ′ of the inner barrel 44 ′.
- the engine fan case attachment ring 52 ′ enables the nacelle inlet 28 ′ to be attached to and supported by the fan case of an aircraft engine.
- the construction of the nacelle inlet 28 ′ represented in FIGS. 4 and 5 differs from the construction of the previously described nacelle inlet 28 of FIG. 3 by the aft bulkhead 80 included in the nacelle inlet construction.
- the aft bulkhead 80 is secured between the outer barrel 42 ′ and the engine fan case attachment ring 52 ′ inside the nacelle inlet 28 ′.
- the aft bulkhead 80 has an annular configuration that extends around the cylindrical configuration of the nacelle inlet 28 ′.
- the aft bulkhead 80 has a circular outer edge 84 that is connected to the rear edge 46 ′ of the outer barrel 42 ′. Note that the connection of the aft bulkhead outer edge 84 is directly to the outer barrel rear edge 46 ′, eliminating the need and cost for the T-ring 70 represented in FIG. 3 .
- the aft bulkhead 80 also has a circular inner edge 86 that is connected to the engine fan case attachment ring 52 . As represented in FIGS.
- the aft bulkhead 80 has a substantially flat configuration as it extends between the aft bulkhead outer edge 84 and aft bulkhead inner edge 86 . Additionally, the aft bulkhead 80 extends rearwardly relative to the nacelle inlet 28 ′ as the aft bulkhead extends from its inner edge 86 to its outer edge 84 .
- the angled configuration of the aft bulkhead 80 represented in FIGS. 4 and 5 enables the relative position of the rear edge 46 ′ of the outer barrel 42 ′ to be moved relative to the engine fan case attachment ring 52 ′ simply by changing the angle of the aft bulkhead 80 .
- This flexibility of the relative positions of the rear edge 46 ′ of the outer barrel 42 ′ and the engine fan case attachment ring 52 ′ enables the nacelle inlet 28 ′ of FIGS. 4 and 5 to be used in a variety of different applications. It also enables the outer barrel rear edge 46 ′ to be positioned at an optimized location relative to the engine fan case attachment ring 52 ′. Furthermore, the angled orientation of the aft bulkhead 80 enables the transition from the lipskin outer barrel rear edge 46 ′ to the fan cowl 22 to be moved rearwardly relative to the engine fan case attachment ring 52 ′ and relative to the rest of the nacelle. This increases the run of laminar air flow over the nacelle and reduces drag.
- the angled orientation of the aft bulkhead 80 provides flexibility in the aft bulkhead and flexibility between the rear edge 46 ′ of the outer barrel 42 ′ and the engine fan case attachment ring 52 ′.
- the angled orientation of the aft bulkhead 80 between the engine fan case attachment ring 52 ′ and the rear edge 48 ′ of the outer barrel 42 ′ attenuates forces transmitted through the aft bulkhead 80 from the engine fan case attachment ring 52 ′ to the rear edge 46 ′ of the outer barrel 42 ′.
- the construction of the nacelle inlet 28 ′ represented in FIGS. 6 and 7 differs from the construction of the previously described nacelle inlet 28 of FIG. 3 by the aft bulkhead 82 included in the nacelle inlet construction.
- the aft bulkhead 82 is secured between the outer barrel 42 ′ and the engine fan case attachment ring 52 ′ inside the nacelle inlet 28 .
- the aft bulkhead 80 has an annular configuration that extends around the cylindrical configuration of the nacelle inlet 28 ′.
- the aft bulkhead 82 has a circular outer edge 92 that is connected to the rear edge 46 ′ of the outer barrel 42 ′. Again, note that the connection of the aft bulkhead outer edge 92 is directly to the outer barrel rear edge 46 ′, eliminating the need and cost for the T-ring 70 connection of FIG. 3 .
- the aft bulkhead 82 also has a circular inner edge 94 that is connected to the engine fan case attachment ring 52 ′. As represented in FIGS.
- the aft bulkhead 82 has a curved configuration as it extends between the aft bulkhead outer edge 92 and aft bulkhead inner edge 94 . Additionally, the aft bulkhead 82 curves rearwardly relative to the nacelle inlet 28 as the aft bulkhead extends from its inner edge 94 to its outer edge 92 .
- the curved configuration of the aft bulkhead 82 represented in FIGS. 6 and 7 enables the relative position of the rear edge 46 ′ of the outer barrel 42 ′ to be moved relative to the engine fan case attachment ring 52 ′ simply by changing the curvature of the aft bulkhead 82 .
- This flexibility of the relative positions of the rear edge 46 ′ of the outer barrel 42 and the engine fan case attachment ring 52 ′ enables the nacelle inlet 28 of FIGS. 6 and 7 to be used in a variety of different applications. It also enables the outer barrel rear edge 46 ′ to be positioned at an optimized location relative to the engine fan case attachment ring 52 ′. Furthermore, the curved orientation of the aft bulkhead 82 enables the transition from the lipskin outer barrel rear edge 46 ′ to the fan cowl 22 to be moved rearwardly relative to the engine fan case attachment ring 52 ′ and relative to the rest of the nacelle. This increases the run of laminar air flow over the nacelle and reduces drag.
- the curved orientation of the aft bulkhead 82 provides flexibility in the aft bulkhead and flexibility between the rear edge 46 ′ of the outer barrel 42 ′ and the engine fan case attachment ring 52 ′.
- the curved orientation of the aft bulkhead 82 between the engine fan case attachment ring 52 ′ and the rear edge 46 ′ of the outer barrel 42 ′ attenuates forces transmitted through the aft bulkhead 82 from the engine fan case attachment ring 52 ′ to the rear edge 46 ′ of the outer barrel 42 ′.
Abstract
A construction of a nacelle inlet aft bulkhead has a curved or angled cross-section configuration between a connection of an outer edge of the aft bulkhead to an outer barrel of the nacelle inlet and a connection of an inner edge of the aft bulkhead to an inner barrel of the nacelle inlet. The curved or angled cross-section configuration of the aft bulkhead gives the bulkhead flexibility to avoid serious damage to the bulkhead in high load cases such as an fan blade off event. The curved or angled cross-section configuration also removes the need for a spring ring attached between the aft bulkhead and the inner barrel of the nacelle inlet. The curved or angled cross-section configuration also provides design flexibility to terminate the outer barrel of the nacelle inlet at an optimized location rearwardly to increase laminar air flow over the nacelle and reduce drag.
Description
- This disclosure pertains to the construction of a nacelle inlet of an aircraft engine. More specifically, the disclosure is directed to a construction of a nacelle inlet aft bulkhead. The aft bulkhead has a curved or angled cross-section configuration between a connection of an outer edge of the aft bulkhead to an outer barrel of the nacelle inlet and a connection of an inner edge of the aft bulkhead to an aircraft engine fan case attachment ring. The curved or angled cross-section configuration of the aft bulkhead gives the bulkhead flexibility to avoid serious damage to the bulkhead in high load cases such as a fan blade off event. The curved or angled cross-section configuration also removes the need for a spring ring attached between the aft bulkhead and the fan case attachment ring. The curved or angled cross-section configuration also provides design flexibility to terminate the outer barrel of the nacelle inlet at an optimized location rearward of the inner barrel of the nacelle inlet and the aircraft engine fan case attachment ring to extend laminar air flow over the nacelle rearward and reduce drag over the nacelle.
-
FIG. 1 is a representation of the basic component parts that go into the construction of an aircraft engine. The basic component parts include theengine 10 itself that is comprised of afan 12, anengine fan case 14 surrounding the fan, compressors, combustors, turbines (not shown) inside theengine 10, and anengine exhaust nozzle 16 andexhaust cone 18. Theengine 10 is enclosed in a nacelle comprised of afan cowl 22 and a fan duct/thrust reverser 24. A nacelle inlet 26 is positioned at the forward end of the nacelle. -
FIG. 2 represents thenacelle inlet 28 removed from theengine 10 represented inFIG. 1 . Thenacelle inlet 28 has a general cylindrical configuration with acenter axis 30 that defines mutually perpendicular axial and radial directions relative to thenacelle inlet 28. Represented by dashed lines at 32 and 34 are cross-section configurations of the construction of the nacelle inlet at the top of the nacelle inlet and the bottom of the nacelle inlet, respectively. As can be seen inFIG. 2 , thecross-section configurations -
FIG. 3 is a representation of thecross-section configuration 32 of thenacelle inlet 28 at the top of the nacelle inlet as represented inFIG. 2 . As represented inFIG. 3 , the configuration of thenacelle inlet 28 is defined by alipskin 38. Thelipskin 38 has anose portion 40 at the forward most end of thenacelle inlet 28, anouter barrel 42 on the exterior of thenacelle inlet 28 and aninner barrel 44 on an interior of thenacelle inlet 28. Thenose portion 40 of thelipskin 38 has a general U-shaped cross-section configuration. Theouter barrel 42 of thelipskin 38 extends from thenose portion 40 rearwardly to arear edge 46 of theouter barrel 42. Theinner barrel 44 of thelipskin 38 extends rearwardly from thenose portion 40 to arear edge 48 of the inner barrel. In the representation ofFIG. 3 , thelipskin 38 extends from theinner barrel 44, around thenose portion 40 of thelipskin 38 and rearwardly across theouter barrel 42 to therearward edge 48 as one piece. In other constructions, thelipskin 38 could be constructed with thenose portion 40 andouter barrel 42 being separate parts connected byfasteners 50, represent generally in the drawing figures. - An engine fan
case attachment ring 52 is connected to therear edge 48 of theinner barrel 44. The engine fancase attachment ring 52 extends completely around the cylindrical configuration of thenacelle inlet 28. The engine fancase attachment ring 52 is attached to theengine fan case 14. The attachment of the engine fancase attachment ring 52 to theengine fan case 14 supports thenacelle inlet 28 on theengine fan case 14. - There are several bulkheads and stiffeners constructed inside the
nacelle inlet 28 that reinforce the construction of the inlet. Aforward bulkhead 54 having an annular configuration is secured between theouter barrel 42 and theinner barrel 44 inside thenacelle inlet 28. Theforward bulkhead 54 extends completely around a cylindrical configuration of thenacelle inlet 28 and reinforces thenose portion 40 of thelipskin 38. -
Several stiffeners outer barrel 42 inside thenacelle inlet 28. The stiffeners have L-shaped cross-section configurations and extend completely around the cylindrical configuration of thenacelle inlet 28 reinforcing theouter barrel 42. - An
aft bulkhead 62 is secured between theouter barrel 42 and the engine fancase attachment ring 52 inside thenacelle inlet 28. Theaft bulkhead 62 has an annular configuration that extends around the cylindrical configuration of thenacelle inlet 28. As represented inFIG. 3 , theaft bulkhead 62 has substantially a flat panel structure except for aspring ring 64 having a C-shaped cross-section at an inner edge of theaft bulkhead 62. Thespring ring 64 connects an inner edge of theaft bulkhead 62 to the engine fancase attachment ring 52. Anouter edge 68 of theaft bulkhead 62 is connected to the outer barrelrear edge 46 by an outer T-ring 70. - The
aft bulkhead 62 adds stiffness and rigidity to the construction of thenacelle inlet 28. Theaft bulkhead 62 also transmits loads from the engine fan case and the attached engine fancase attachment ring 52 through theaft bulkhead 62 to theouter barrel 42 of thenacelle inlet 28. With theaft bulkhead 62 providing a supporting connection between theouter barrel 42 and the engine fancase attachment ring 52, it is possible that any extreme loads on theengine fan case 12 could be transmitted through the engine fancase attachment ring 52 and through theaft bulkhead 62 to theouter barrel 42 of thenacelle inlet 28 causing excessive damage to the nacelle inlet. Such extreme loads could be produced by a fan blade off event. A fan blade off event is basically theengine fan 12 losing a fan blade that impacts with thefan case 14 at high speed. Thefan case 14 is designed to completely contain the fan blade, preventing the fan blade from penetrating thefan case 14. Losing a fan blade at high fan speeds exerts enormous loads on thefan case 14 that are transmitted through the engine fancase attachment ring 52 to theaft bulkhead 62. If theaft bulkhead 62 is too stiff, the transmitted loads from the fan blade off event can deform or shatter theaft bulkhead 62 resulting in thenacelle inlet 28 losing its structural rigidity. To attenuate any such extreme loads, thespring ring 64 is provided at the attachment of theaft bulkhead 62 to the engine fancase attachment ring 52. Thus, theaft bulkhead 62 and thespring ring 64 provide structural rigidity to thenacelle inlet 28, but avoid the transmission of extreme loads from theengine fan case 12 to theouter barrel 42 of thenacelle inlet 28. - However, the construction of the
aft bulkhead 62 with thespring ring 64 is disadvantaged in that the design and attachment of thespring ring 64 on theaft bulkhead 62 and the attachment of thespring ring 64 to the engine fancase attachment ring 52 adds complexity, cost and assembly time. Additionally, theflat aft bulkhead 62 that is generally perpendicular to the nacelleinlet center axis 30 requires that therear edge 46 of theouter barrel 42 be at a specific location relative to therear edge 48 of theinner barrel 44. This required positioning of the outer barrelrear edge 46 and the inner barrelrear edge 48 may not be optimal to the construction of the nacelle inlet and the performance of thenacelle inlet 28. Additionally, the generally perpendicular configuration of theaft bulkhead 62 necessarily limits the laminar flow of air for a distance over thenacelle inlet 28. The nacelle is designed for a laminar flow of air over thelipskin nose portion 40, over the lipskinouter barrel 42 and to thefan cowl 22. However, the laminar flow gets disrupted and becomes turbulent at the transition from the lipskinouter barrel 42 to thefan cowl 22. Moving this transition rearwardly would reduce drag. - The nacelle inlet of an aircraft engine of this disclosure includes an angled or curved aft bulkhead that overcomes disadvantages associated with existing aft bulkheads of nacelle inlets while still providing stiffness and rigidity to the nacelle inlet and flexibility to the aft bulkhead.
- The nacelle inlet has a lipskin nose at a forward end of the nacelle inlet. An outer barrel extends rearwardly from the lipskin nose on an exterior of the nacelle inlet. The outer barrel extends rearwardly from the lipskin nose to a rear edge of the outer barrel.
- An inner barrel extends rearwardly from the lipskin nose on an interior of the nacelle inlet. The inner barrel extends rearwardly from the lipskin nose to a rear edge of the inner barrel.
- An engine fan case attachment ring is connected to the rear edge of the inner barrel. The engine fan case attachment ring enables the nacelle inlet to be attached to and supported by the fan case of an aircraft engine.
- The angled or curved aft bulkhead is connected between the outer barrel and the inner barrel. The aft bulkhead has an outer edge that is connected to the rear edge of the outer barrel. The aft bulkhead has an inner edge that is connected to the engine fan case attachment ring. The aft bulkhead is configured so that, as the aft bulkhead extends from the inner edge of the aft bulkhead to the outer edge of the aft bulkhead, the aft bulkhead extends rearwardly relative to the nacelle inlet. In one configuration of the aft bulkhead, the aft bulkhead has a rear surface that extends as a flat surface from the inner edge of the aft bulkhead to the outer edge of the aft bulkhead. In a further configuration of the aft bulkhead, the aft bulkhead has a rear surface with a concave configuration between the aft bulkhead inner edge and the aft bulkhead outer edge.
- These configurations of the aft bulkhead rear surface enable the rear edge of the outer barrel to be positioned rearwardly of the rear edge of the inner barrel and rearwardly of the engine fan case attachment ring. This provides flexibility in the relative positioning of the rear edge of the outer barrel and the rear edge of the inner barrel of the nacelle inlet and the engine fan case attachment ring. Furthermore, the configurations of the rear surface of the aft bulkhead enables the transition from the lipskin outer barrel to the fan cowl to be moved rearwardly relative to the engine fan case attachment ring. This enables a longer run of laminar air flow over the nacelle and reduces drag.
- Still further, the angled or curved configuration of the aft bulkhead enables the aft bulkhead to be connected directly to the lipskin outer barrel eliminating a need for a T-ring connection and provides flexibility in the aft bulkhead and flexibility between the outer barrel and the engine fan case attachment ring connecting the nacelle inlet to the fan case of an aircraft engine. The configurations attenuate forces transmitted to the aft bulkhead from the engine fan case attachment ring and through the aft bulkhead to the outer barrel.
- The features, functions, and advantages that have been discussed can be achieved independently in various embodiments or may be combined in yet other embodiments, further details of which can be seen with reference to the following description and drawings.
- Further features of the nacelle inlet of an aircraft engine having an angle or curved aft bulkhead are set forth in the following detailed description and drawing figures.
-
FIG. 1 is a representation of an exploded view of the basic component parts of an aircraft engine. -
FIG. 2 is a representation of a typical nacelle inlet. -
FIG. 3 is a representation of a cross-section through the nacelle inlet ofFIG. 2 taken at the top of the nacelle inlet. -
FIG. 4 is a representation of the nacelle inlet of an aircraft engine of this disclosure having an angled aft bulkhead. -
FIG. 5 is a representation of a cross-section of the nacelle inlet ofFIG. 4 taken through the top of the nacelle inlet. -
FIG. 6 is a representation of the nacelle inlet of an aircraft engine of this disclosure having a curved aft bulkhead. -
FIG. 7 is a representation of a cross-section of the nacelle inlet ofFIG. 6 taken through the top of the nacelle inlet. -
FIGS. 4 and 5 show representations of the nacelle inlet of an aircraft engine of this disclosure that includes an angledaft bulkhead 80 that overcomes disadvantages associated with existing aft bulkheads of nacelle inlets while still providing stiffness and rigidity to the nacelle inlet and flexibility to theaft bulkhead 80.FIGS. 6 and 7 show representations of a nacelle inlet of an aircraft engine that includes a curvedaft bulkhead 82 that overcomes disadvantages associated with existing aft bulkheads of nacelle inlets while still providing stiffness and rigidity to the nacelle inlet and flexibility to theaft bulkhead 82. Because both of theaft bulkheads nacelle inlet 28 described in the background portion of this disclosure, the construction of thenacelle inlet 28 will not again be described in detail herein. It should be understood that theaft bulkheads nacelle inlet 28 described earlier, or other equivalent nacelle inlets. Because the constructions of thenacelle inlets 28 represented inFIGS. 5 and 7 are basically the same as the nacelle inlet represented inFIG. 3 , the same reference numbers employed inFIG. 3 are again employed in the representations of thenacelle inlets 28 ofFIGS. 5 and 7 with the reference numbers followed by a prime (′). - Referring to
FIGS. 4 and 5 , thenacelle inlet 28′ has alipskin nose 40′ at a forward end of thenacelle inlet 28′. Anouter barrel 42′ extends rearwardly from thelipskin nose 40′ and theforward bulkhead 54′ on an exterior of thenacelle inlet 28′. Theouter barrel 42′ extends rearwardly from thelipskin nose 40′ to arear edge 46′ of the outer barrel. Note that therear edge 46′ of theouter barrel 42′ is moved rearwardly on thenacelle inlet 28 compared to therear edge 46 of theouter barrel 42 represented inFIG. 3 . - An
inner barrel 44′ extends rearwardly from thelipskin nose 40 and theforward bulkhead 54′ on an interior of thenacelle inlet 28′. Theinner barrel 44′ extends rearwardly from thelipskin nose 40′ and theforward bulkhead 54′ to a rear edge of theinner barrel 48′. - An engine fan
case attachment ring 52′ is connected to theinner barrel 44′. The engine fancase attachment ring 52′ is connected to therear edge 48′ of theinner barrel 44′. The engine fancase attachment ring 52′ enables thenacelle inlet 28′ to be attached to and supported by the fan case of an aircraft engine. - The construction of the
nacelle inlet 28′ represented inFIGS. 4 and 5 differs from the construction of the previously describednacelle inlet 28 ofFIG. 3 by theaft bulkhead 80 included in the nacelle inlet construction. - The
aft bulkhead 80 is secured between theouter barrel 42′ and the engine fancase attachment ring 52′ inside thenacelle inlet 28′. Theaft bulkhead 80 has an annular configuration that extends around the cylindrical configuration of thenacelle inlet 28′. Theaft bulkhead 80 has a circularouter edge 84 that is connected to therear edge 46′ of theouter barrel 42′. Note that the connection of the aft bulkheadouter edge 84 is directly to the outer barrelrear edge 46′, eliminating the need and cost for the T-ring 70 represented inFIG. 3 . Theaft bulkhead 80 also has a circularinner edge 86 that is connected to the engine fancase attachment ring 52. As represented inFIGS. 4 and 5 , theaft bulkhead 80 has a substantially flat configuration as it extends between the aft bulkheadouter edge 84 and aft bulkheadinner edge 86. Additionally, theaft bulkhead 80 extends rearwardly relative to thenacelle inlet 28′ as the aft bulkhead extends from itsinner edge 86 to itsouter edge 84. The angled configuration of theaft bulkhead 80 represented inFIGS. 4 and 5 enables the relative position of therear edge 46′ of theouter barrel 42′ to be moved relative to the engine fancase attachment ring 52′ simply by changing the angle of theaft bulkhead 80. This flexibility of the relative positions of therear edge 46′ of theouter barrel 42′ and the engine fancase attachment ring 52′ enables thenacelle inlet 28′ ofFIGS. 4 and 5 to be used in a variety of different applications. It also enables the outer barrelrear edge 46′ to be positioned at an optimized location relative to the engine fancase attachment ring 52′. Furthermore, the angled orientation of theaft bulkhead 80 enables the transition from the lipskin outer barrelrear edge 46′ to thefan cowl 22 to be moved rearwardly relative to the engine fancase attachment ring 52′ and relative to the rest of the nacelle. This increases the run of laminar air flow over the nacelle and reduces drag. - Still further, the angled orientation of the
aft bulkhead 80 provides flexibility in the aft bulkhead and flexibility between therear edge 46′ of theouter barrel 42′ and the engine fancase attachment ring 52′. The angled orientation of theaft bulkhead 80 between the engine fancase attachment ring 52′ and therear edge 48′ of theouter barrel 42′ attenuates forces transmitted through theaft bulkhead 80 from the engine fancase attachment ring 52′ to therear edge 46′ of theouter barrel 42′. - The construction of the
nacelle inlet 28′ represented inFIGS. 6 and 7 differs from the construction of the previously describednacelle inlet 28 ofFIG. 3 by theaft bulkhead 82 included in the nacelle inlet construction. - The
aft bulkhead 82 is secured between theouter barrel 42′ and the engine fancase attachment ring 52′ inside thenacelle inlet 28. Theaft bulkhead 80 has an annular configuration that extends around the cylindrical configuration of thenacelle inlet 28′. Theaft bulkhead 82 has a circularouter edge 92 that is connected to therear edge 46′ of theouter barrel 42′. Again, note that the connection of the aft bulkheadouter edge 92 is directly to the outer barrelrear edge 46′, eliminating the need and cost for the T-ring 70 connection ofFIG. 3 . Theaft bulkhead 82 also has a circularinner edge 94 that is connected to the engine fancase attachment ring 52′. As represented inFIGS. 6 and 7 , theaft bulkhead 82 has a curved configuration as it extends between the aft bulkheadouter edge 92 and aft bulkheadinner edge 94. Additionally, theaft bulkhead 82 curves rearwardly relative to thenacelle inlet 28 as the aft bulkhead extends from itsinner edge 94 to itsouter edge 92. The curved configuration of theaft bulkhead 82 represented inFIGS. 6 and 7 enables the relative position of therear edge 46′ of theouter barrel 42′ to be moved relative to the engine fancase attachment ring 52′ simply by changing the curvature of theaft bulkhead 82. This flexibility of the relative positions of therear edge 46′ of theouter barrel 42 and the engine fancase attachment ring 52′ enables thenacelle inlet 28 ofFIGS. 6 and 7 to be used in a variety of different applications. It also enables the outer barrelrear edge 46′ to be positioned at an optimized location relative to the engine fancase attachment ring 52′. Furthermore, the curved orientation of theaft bulkhead 82 enables the transition from the lipskin outer barrelrear edge 46′ to thefan cowl 22 to be moved rearwardly relative to the engine fancase attachment ring 52′ and relative to the rest of the nacelle. This increases the run of laminar air flow over the nacelle and reduces drag. - Still further, the curved orientation of the
aft bulkhead 82 provides flexibility in the aft bulkhead and flexibility between therear edge 46′ of theouter barrel 42′ and the engine fancase attachment ring 52′. The curved orientation of theaft bulkhead 82 between the engine fancase attachment ring 52′ and therear edge 46′ of theouter barrel 42′ attenuates forces transmitted through theaft bulkhead 82 from the engine fancase attachment ring 52′ to therear edge 46′ of theouter barrel 42′. - As various modifications could be made in the construction of the nacelle inlet and its method of operation herein described and illustrated without departing from the scope of the invention, it is intended that all matter contained in the foregoing description or shown in the accompanying drawings shall be interpreted as illustrative rather than limiting. Thus, the breadth and scope of the present disclosure should not be limited by any of the above described exemplary embodiments, but should be defined only in accordance with the following claims appended hereto and their equivalents.
Claims (20)
1. A nacelle inlet of an aircraft engine comprising:
a lipskin on a forward end of the nacelle inlet;
an outer barrel on an exterior of the nacelle inlet, the outer barrel extending rearwardly from the lipskin;
an inner barrel on an interior of the nacelle inlet, the inner barrel extending rearwardly from the lipskin; and,
an aft bulkhead on the nacelle inlet, the aft bulkhead having an outer edge connected to the outer barrel and the aft bulkhead having an inner edge connected to the inner barrel, the outer edge of the aft bulkhead being positioned rearwardly of the inner edge of the aft bulkhead.
2. The nacelle inlet of claim 1 , further comprising:
an engine fan case attachment ring;
the inner edge of the aft bulkhead being connected to the engine fan case attachment ring;
the inner barrel being connected to the engine fan case attachment ring;
the outer barrel having a rear edge, the outer edge of the aft bulkhead being connected to the rear edge of the outer barrel, and a configuration of the aft bulkhead positioning the rear edge of the outer barrel rearwardly of the engine fan case attachment ring.
3. The nacelle inlet of claim 2 , further comprising:
the rearward surface of the aft bulkhead being a smooth, continuous surface that extends between the outer edge of the aft bulkhead and the inner edge of the aft bulkhead.
4. The nacelle inlet of claim 2 , further comprising:
the aft bulkhead rearward surface having a concave configuration between the outer edge of the aft bulkhead and the inner edge of the aft bulkhead.
5. The nacelle inlet of claim 2 , further comprising:
the rearward surface of the aft bulkhead having a flat configuration between the outer edge of the aft bulkhead and the inner edge of the aft bulkhead.
6. The nacelle inlet of claim 2 , further comprising:
the outer edge of the aft bulkhead being positioned rearwardly of the engine fan case attachment ring.
7. The nacelle inlet of claim 2 , further comprising:
the outer edge of the aft bulkhead being connected directly to the rear edge of the outer barrel.
8. A nacelle inlet of an aircraft engine comprising:
a lipskin on a forward end of the nacelle inlet;
an outer barrel on an exterior of the nacelle inlet, the outer barrel extending rearwardly from the lipskin to a rear edge of the outer barrel;
an inner barrel on an interior of the nacelle inlet, extending rearwardly from the lipskin to a rear edge of the inner barrel; and,
the rear edge of the outer barrel being positioned rearwardly of the rear edge of the inner barrel.
9. The nacelle inlet of claim 8 , further comprising:
an aft bulkhead connected between the rear edge of the outer barrel and the rear edge of the inner barrel.
10. The nacelle inlet of claim 9 , further comprising:
the aft bulkhead having an outer edge connected to the rear edge of the outer barrel;
the aft bulkhead having an inner edge connected to the rear edge of the inner barrel; and,
the outer edge of the aft bulkhead being positioned rearwardly of the inner edge of the aft bulkhead.
11. The nacelle inlet of claim 9 , further comprising:
an engine fan case attachment ring;
the inner edge of the aft bulkhead being connected to the engine fan case attachment ring;
the inner barrel being connected to the engine fan case attachment ring;
the outer barrel having a rear edge, the outer edge of the aft bulkhead being connected to the rear edge of the outer barrel, and a configuration of the aft bulkhead positioning the rear edge of the outer barrel rearwardly of the engine fan case attachment ring.
12. The nacelle inlet of claim 9 , further comprising:
the aft bulkhead having a rearward surface; and,
the aft bulkhead rearward surface being a smooth, continuous surface that extends between the rear edge of the outer barrel and the rear edge of the inner barrel.
13. The nacelle inlet of claim 9 , further comprising:
the aft bulkhead having a rearward surface; and,
the rearward surface of the aft bulkhead having a concave configuration between the rear edge of the outer barrel and the rear edge of the inner barrel.
14. The nacelle inlet of claim 9 , further comprising:
the aft bulkhead having a rearward surface; and,
the rearward surface of the aft bulkhead having a flat configuration between the rear edge of the outer barrel and the rear edge of the inner barrel.
15. The nacelle inlet of claim 8 , further comprising:
an engine fan case attachment ring on the nacelle inlet; and,
the rear edge of the outer barrel being positioned rearwardly of the engine fan case attachment ring.
16. The nacelle inlet of claim 9 , further comprising:
an engine fan case attachment ring on the nacelle inlet; and,
the aft bulkhead having an inner edge connected to the engine fan case attachment ring.
17. The nacelle inlet of claim 16 , further comprising:
the engine fan case attachment ring being connected to the rear edge of the inner barrel.
18. A method of absorbing force from a fan blade off event exerted on an aft bulkhead of a nacelle inlet where the aft bulkhead does not comprise a spring ring, the method comprising:
connecting an outer edge of the aft bulkhead to an outer barrel of the nacelle inlet and connecting an inner edge of the aft bulkhead to an inner barrel of the nacelle inlet where the aft bulkhead outer edge is positioned rearwardly of the aft bulkhead inner edge.
19. The method of claim 18 , further comprising:
configuring a rear surface of the aft bulkhead with a concave configuration between the outer edge of the aft bulkhead and the inner edge of the aft bulkhead.
20. The method of claim 18 , further comprising:
configuring a rear surface of the aft bulkhead with a flat configuration that extends between the outer edge of the aft bulkhead and the inner edge of the aft bulkhead.
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/729,420 US20160356180A1 (en) | 2015-06-03 | 2015-06-03 | Nacelle inlet having an angle or curved aft bulkhead |
EP16159057.5A EP3103723B1 (en) | 2015-06-03 | 2016-03-08 | Nacelle inlet having an angle or curved aft bulkhead |
JP2016110195A JP6852986B2 (en) | 2015-06-03 | 2016-06-01 | Nacelle inlet with angled or curved rear septum |
CN201610387351.1A CN106240829B (en) | 2015-06-03 | 2016-06-02 | Nacelle inlet with angled or curved aft bulkhead |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/729,420 US20160356180A1 (en) | 2015-06-03 | 2015-06-03 | Nacelle inlet having an angle or curved aft bulkhead |
Publications (1)
Publication Number | Publication Date |
---|---|
US20160356180A1 true US20160356180A1 (en) | 2016-12-08 |
Family
ID=55524169
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US14/729,420 Abandoned US20160356180A1 (en) | 2015-06-03 | 2015-06-03 | Nacelle inlet having an angle or curved aft bulkhead |
Country Status (4)
Country | Link |
---|---|
US (1) | US20160356180A1 (en) |
EP (1) | EP3103723B1 (en) |
JP (1) | JP6852986B2 (en) |
CN (1) | CN106240829B (en) |
Cited By (10)
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US10214299B2 (en) | 2016-09-22 | 2019-02-26 | The Boeing Company | Light detection and ranging (LIDAR) ice detection |
US10252808B2 (en) | 2016-09-22 | 2019-04-09 | The Boeing Company | Fluid ice protection system flow conductivity sensor |
CN109941446A (en) * | 2017-12-21 | 2019-06-28 | 空中客车运营简化股份公司 | The front of propulsion device gondola including inclined reinforced frame |
US10429511B2 (en) | 2017-05-04 | 2019-10-01 | The Boeing Company | Light detection and ranging (LIDAR) ice detection system |
US10507548B2 (en) | 2017-09-29 | 2019-12-17 | The Boeing Company | Method for additive manufacturing nacelle inlet lipskins |
US10696412B2 (en) | 2017-09-29 | 2020-06-30 | The Boeing Company | Combined fluid ice protection and electronic cooling system |
RU2727820C2 (en) * | 2017-09-22 | 2020-07-24 | Зе Боинг Компани | Improved design of the input device |
US10737792B2 (en) | 2016-09-22 | 2020-08-11 | The Boeing Company | Turbofan engine fluid ice protection delivery system |
US11313251B2 (en) * | 2019-08-07 | 2022-04-26 | Airbus Operations (S.A.S.) | Anterior part of a nacelle of an aircraft propulsion system having a shield in front of its rigidifying frame |
US11486308B2 (en) | 2018-07-03 | 2022-11-01 | Rohr, Inc. | Engine enclosure air inlet section |
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US6725542B1 (en) * | 1999-09-17 | 2004-04-27 | Alan R Maguire | Method of assembling a gas turbine engine and nacelle |
FR2868123B1 (en) * | 2004-03-29 | 2006-06-23 | Airbus France Sas | AIR INTAKE STRUCTURE FOR AN AIRCRAFT ENGINE |
FR2902406B1 (en) * | 2006-06-20 | 2008-07-18 | Airbus France Sas | FITTING FOR SUSPENSION MAT FROM A TURBOMOTEUR TO AN AIRCRAFT WING |
FR2903732B1 (en) * | 2006-07-12 | 2008-09-12 | Airbus France Sas | AIR INTAKE FOR AIRCRAFT TURBOKER. |
US7721525B2 (en) * | 2006-07-19 | 2010-05-25 | Rohr, Inc. | Aircraft engine inlet having zone of deformation |
FR2936776A1 (en) * | 2008-10-08 | 2010-04-09 | Aircelle Sa | Air inlet structure for use in jet engine nacelle of airplane, has rear frame connecting external cowl and inner wall, and heat insulation unit arranged on inner wall, where frame and heat insulation unit form rear structural element |
US8197191B2 (en) * | 2009-04-14 | 2012-06-12 | Rohr, Inc. | Inlet section of an aircraft engine nacelle |
FR2954282B1 (en) * | 2009-12-22 | 2012-02-17 | Airbus Operations Sas | NACELLE INCORPORATING A JUNCTION ELEMENT BETWEEN A LIP AND AN ACOUSTICAL ATTENUATION PANEL |
FR2961484B1 (en) * | 2010-06-18 | 2013-01-04 | Snecma | AIR INLET HANDLE FOR TURBOREACTOR NACELLE |
FR2966126B1 (en) * | 2010-10-15 | 2013-06-28 | Airbus Operations Sas | AIRCRAFT NACELLE INCORPORATING A REAR FRAME INCLINE TOWARDS THE REAR |
DE102011103163A1 (en) * | 2011-06-01 | 2012-12-06 | Rolls-Royce Deutschland Ltd & Co Kg | Gas turbine engine with telescopic air intake of the engine cowling |
-
2015
- 2015-06-03 US US14/729,420 patent/US20160356180A1/en not_active Abandoned
-
2016
- 2016-03-08 EP EP16159057.5A patent/EP3103723B1/en active Active
- 2016-06-01 JP JP2016110195A patent/JP6852986B2/en active Active
- 2016-06-02 CN CN201610387351.1A patent/CN106240829B/en active Active
Cited By (14)
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US10717536B2 (en) | 2016-09-22 | 2020-07-21 | The Boeing Company | Fluid ice protection system flow conductivity sensor |
US10252808B2 (en) | 2016-09-22 | 2019-04-09 | The Boeing Company | Fluid ice protection system flow conductivity sensor |
US10737792B2 (en) | 2016-09-22 | 2020-08-11 | The Boeing Company | Turbofan engine fluid ice protection delivery system |
US10214299B2 (en) | 2016-09-22 | 2019-02-26 | The Boeing Company | Light detection and ranging (LIDAR) ice detection |
US10429511B2 (en) | 2017-05-04 | 2019-10-01 | The Boeing Company | Light detection and ranging (LIDAR) ice detection system |
RU2727820C2 (en) * | 2017-09-22 | 2020-07-24 | Зе Боинг Компани | Improved design of the input device |
US11125157B2 (en) | 2017-09-22 | 2021-09-21 | The Boeing Company | Advanced inlet design |
US10696412B2 (en) | 2017-09-29 | 2020-06-30 | The Boeing Company | Combined fluid ice protection and electronic cooling system |
US10507548B2 (en) | 2017-09-29 | 2019-12-17 | The Boeing Company | Method for additive manufacturing nacelle inlet lipskins |
US11819945B2 (en) | 2017-09-29 | 2023-11-21 | The Boeing Company | Method for additive manufacturing nacelle inlet lipskins |
CN109941446A (en) * | 2017-12-21 | 2019-06-28 | 空中客车运营简化股份公司 | The front of propulsion device gondola including inclined reinforced frame |
US11591098B2 (en) * | 2017-12-21 | 2023-02-28 | Airbus Operations S.A.S. | Nacelle forward part of a propulsion assembly comprising an inclined stiffening frame |
US11486308B2 (en) | 2018-07-03 | 2022-11-01 | Rohr, Inc. | Engine enclosure air inlet section |
US11313251B2 (en) * | 2019-08-07 | 2022-04-26 | Airbus Operations (S.A.S.) | Anterior part of a nacelle of an aircraft propulsion system having a shield in front of its rigidifying frame |
Also Published As
Publication number | Publication date |
---|---|
CN106240829A (en) | 2016-12-21 |
JP6852986B2 (en) | 2021-03-31 |
CN106240829B (en) | 2021-03-23 |
JP2017036033A (en) | 2017-02-16 |
EP3103723A1 (en) | 2016-12-14 |
EP3103723B1 (en) | 2020-07-01 |
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